Recyclable rubber securement mat with self-provided incline stop

ABSTRACT

A securement mat for mitigating the migration of loads within a shipping vessel. The securement mat having a length, a width, and a height, and including a first subsection and a second subsection, wherein an area of the second subsection is less than an area of the first subsection. The securement mat has a first fold boundary along the length or width of the sheet and proximate to one edge of the sheet defining a boundary between the first and second subsection, wherein the first subsection exhibits a first incline by folding, along the first fold boundary, the second subsection underneath the first subsection. The securement mat also has a notch on each end of the first fold boundary to facilitate folding of the second subsection under the first subsection.

FIELD OF THE DISCLOSURE

This application is a continuation-in-part of U.S. application Ser. No.14/310,842, filed Jun. 20, 2014, which claims priority to U.S.Provisional Application No. 61/838,136, filed Jun. 21, 2013, each ofwhich is incorporated herein by reference in its entirety for allpurposes.

The invention relates to a securement mat and method of installing saidmat for protection of cargo in transit. More particularly, the inventionrelates to a securement mat with a self-provided incline stop. Inpreferred embodiments, the securement mat comprises recycled rubber.

BACKGROUND

Protection of cargo during shipment has always been a concern for themanufacturer of goods, the intended recipient of goods, and the shipperof said goods. Damage caused to cargo typically results in reduced worthfor the product and, in the case of significant damage, total financialloss is possible. The manufacturer desires that its product reach itsdistributor or customer in the safest and cheapest way possible.Efficient, safe, and cheap shipping keeps the consumer price lowerbecause the manufacturer is able to pass the lower shipping cost alongto its customer. Damage to cargo typically arises from movement orshifting of the cargo during transit. Herein, shipment is typically bylocomotive freight car (“boxcar”) or, alternatively, by truck, airplane,marine vessels, and equivalents.

To keep cargo from shifting during transit (i.e., to secure the cargo),the accepted industry practice is to use wood blocking and bracingsystems, semi-permanently affixing the blocking and bracing to at leastthe floor of the shipping vessel. This may cause damage to the structureof the shipping vessel and is a high-cost solution.

An alternative securement solution is to utilize securement matsunderneath the cargo, in particular, rubber mats such as thosemanufactured by ECORE International of Lancaster, Pa., such as theTransMat™. The TransMat is designed to protect and cushion all types ofcargo such as, but not limited to chemicals, beverages, roll paper, caseand canned goods, which are susceptible to damage during transit. Theserubber mats provide good stability, are low-cost, and reusable.

However, while these types of mats provide a high coefficient offriction between the mat and the cargo load and between the mat and thefloor or lower surface of the shipping vessel, the cargo, whensufficiently jostled, can still move (i.e., shift within the shippingvessel). This movement can cause damage to both the cargo and theshipping vessel. Boxcar door and/or doorway damage has been one form ofdamage while using the less expensive rubber mat securement solution.But boxcar door/doorway damage is by no means the only type of damagethat may occur.

One measure to protect the shipping vessel structures, is by securingthe securement mat edge closest to the door/doorway with a piece ofmaterial (e.g., wood) as a doorway stop protection. However, a needexists for an improved securement mat that provides superior movementprotection, but does not require extra labor steps to secure the mat.

SUMMARY

A securement mat is provided comprising a sheet of material, for examplegranulated recycled rubber, having a length, a width, and a height (orthickness). The sheet includes a first subsection comprising a main areaand a boundary area. The sheet also includes at least one secondsubsection. The total area of the second subsection is less than thetotal area of the first subsection. A notch is provided on each end ofthe first fold boundary to facilitate folding of the second subsectionunder the first subsection. The first subsection exhibits an inclinearea with a peak in the boundary area by folding the second subsectionunderneath the first subsection along a fold boundary.

A method for installing the securement mat involves folding the secondsubsection underneath the first subsection, along the fold boundary toform the incline area with a peak in the boundary area of the firstsubsection. The incline inhibits a load placed thereon from migrating inthe direction of the incline. The method further may include positioningthe securement mat over a surface of a shipping vessel with the edgeincluding the fold boundary between the load and a structure (e.g.,boxcar door) to be protected.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A shows a locomotive freight or boxcar with a plurality of cargoitems;

FIG. 1B shows a typical cargo shipping arrangement of roll papers heldin place by an exemplary embodiment of the invention;

FIG. 2A illustrates dimensions of an exemplary embodiment of theinvention;

FIG. 2B and 2C illustrate exemplary types of fold boundary cuts;

FIG. 3A is a perspective photograph of an exemplary embodiment of theinvention;

FIG. 3B illustrates the exemplary embodiment of FIG. 3A from a differentperspective;

FIG. 4A is a side perspective of the embodiment in FIG. 3A;

FIG. 4B is a side perspective of yet another embodiment of theinvention;

FIG. 5 is a side perspective of still another embodiment of theinvention; and

FIGS. 6A-6C are further illustrations showing three additionalembodiments of the invention including more than one edge with anincline.

FIG. 7 illustrates features of another embodiment of the securement matsimilar to the mat shown in FIG. 2A.

DETAILED DESCRIPTION

As shown in FIGS. 1A and 1B, cargo items 110 are packed as tightly aspossible within shipping vessels (e.g. a locomotive boxcar 130) forefficiency and cost. However, this tight packing also results inimproved safety (for the cargo, vessel, and any humans involved in theshipping) because the cargo has less space in which it can move (i.e.,shift) during transit. One form of protection against damage to eitherthe cargo or the shipping vessel is a securement mat, generallydiscussed above and detailed further below. In this regard, one or moresecurement mats 120 are placed under some or all of the cargo items 110.Other forms of protection, in addition to the securement mat, may beprovided. For example, corrugated cardboard buffers 140 may be placedbetween the cargo items 110.

In the illustrated examples of FIGS. 1A and 1B, while there is concernover general damage to the boxcar, there is particular concern overdamage to the boxcar door and/or doorway, such that the securement mats120 may be placed only in those areas. However, it will be understoodthat the securement mats 120 can be placed elsewhere to protect otheritems or structures associated with the boxcars, such as the boxcarwalls.

In FIGS. 1A and 1B, the cargo items 110 are industrial size rolls ofpaper. It should be understood, however, that the paper rolls are butone example of cargo and that the present invention is not limited toany type of cargo. These rolls are very heavy and if they shift andcollide with the shipping vessel structure, significant damage canoccur. Despite the weight of the cargo items 110, the items tend tomigrate due to, for example, vibrations of the shipping vessel. If thevibrations are sufficient, cargo item 110 can effectively float abovesecurement mat 120, migrate, and collide with other cargo items andshipping vessel structures, such as the boxcar 130 door.

To prevent or at least mitigate the aforementioned cargo item migration,the securement mat 120 is configured to exhibit an incline, along one ormore of its edges, that provides buffer protection between the cargo 110and a structure, e.g., the boxcar door.

More specific details regarding the composition, features, design, andfunction of the securement mat 120 will be described with respect toFIGS. 2A-C, 3A-B, and 4.

FIG. 2A illustrates an exemplary layout of a single securement mat 120according to one embodiment of the invention. Securement mat 120comprises a sheet of rubber or rubber-like material 240. It should benoted, that while the exemplary embodiment is described as comprising asheet of rubber material, this should not be considered as limiting. Itis contemplated that the securement mat 120 may comprise many othermaterials. Said rubber material 240 may be comprised of granulatedrecycled rubber material mixed with a binder and then shaped into sheetform. A specific example of a sheet of granulated rubber material 240 isthe TransMat™ described above. U.S. Pat. No. RE41,945 generallydiscloses material that would be suitable for the securement mat 120,and is incorporated by reference herein in its entirety for allpurposes.

Sheet 240 has a length (“L”), a width (“W”), and a height or thickness(“T”). The length of the sheet 240 can accommodate any range of productlength; an exemplary length is 36-60 inches. The width of the sheet 240can accommodate any range of product width; an exemplary width is 24-48inches. The thickness of the sheet 240 can accommodate any range ofproduct thickness; an exemplary thickness is 1-5 mm.

The sheet 240 is comprised of two sections: a first subsection 220 and asecond subsection 210. The boundary between the first 220 and second 210subsections is defined by a fold 230. Fold 230 comprises a reduction ofmaterial along a path to facilitate folding of the second subsection 210underneath the first subsection 220. Examples of the reduction ofmaterial to form the fold 230 include the gradual thinning of thematerial as shown in the profile FIG. 2B, or a grove cut in the sheet240 as shown in FIG. 2C. While these and similar types of fold lines areenvisioned by this invention, the preferred embodiment is for the foldboundary to be comprised of a perforation. Herein a perforation is anorganized plurality of individual perforations. With regard to theindividual perforations, the invention contemplates individualperforations which penetrate the entire thickness of the sheet 240 andalso individual perforations which do not penetrate all the way throughthe sheet 240.

The first subsection 220 further comprises to two areas: a boundary area222 in close proximity to the fold boundary 230 and along the foldboundary 230, and a main area 224 comprising the remainder of the firstsubsection 220.

In one embodiment of the invention, the second subsection 210 shares twodimensions, for example width (W) and height (T), with the firstsubsection 220. But the length (L) of the second subsection 210 issignificantly less than the length (L) of the first subsection 220, ascan be seen in FIG. 2. As such, the surface area of the secondsubsection 210 is less that the surface area of the first subsection220. Preferably, the length (L) of the second subsection 210 is 5-30% ofthe length of the first subsection 220. More preferably, the length (L)of the second subsection 210 is 10-20% of the length of the firstsubsection 220. And even more preferably, the length of the secondsubsection 210 is 10-12% of the length of the first subsection 220.

The fold boundary 230 defining the boundary between the first 220 andsecond 210 subsections is located near one edge of the sheet 240 anddesigned to allow for easy folding of the sheet of material 240 alongthe fold boundary 230, but resists ripping. The fold boundary 230 isdesigned such that the second subsection 210 will not detach from thefirst subsection 220 under typical operating conditions. In a preferredembodiment, the fold boundary 230 consists of a plurality of small slotsarranged in a straight line across one entire dimension (e.g., width) ofthe sheet of granulated rubber material 240. The slots are preferablycut 100% through the sheet of material 240, but may be cut to a depthless than 100% thereby not fully penetrating the sheet 240. The ratio ofthe length of each slot to the length of material 240 between the slotsis from 30%/70% to 90%/10%. More preferably, the ratio is from 70%/30%to 80%/20%. And even more preferably, the ratio is 75%/25%. This ratiois directly related to the tensile strength of the sheet material 240.If the sheet 240 has a higher tensile strength, the perforation ratiocan be closer to 90%/10% than 30%/70%. As the tensile strength of thesheet material 240 is decreases the perforation ratio decreases.

As can be seen in FIGS. 3A and 4A, when the second subsection 210 isfolded, along the fold boundary 230, underneath the first subsection220, an area of the first subsection 220 proximate the fold boundary 230exhibits an incline sloping upward away from the plane of the remainderof the first subsection 220 (i.e., the main area 224). The area 222 athat exhibits the incline is within the area defined as the boundaryarea 222. The remainder of the first subsection 220, that is the portionwhich exhibits little or no incline or rise, is defined as the main area224. Similar to the second subsection 210, the boundary area 222 sharestwo dimensions, for example width (W) and height (T), with the firstsubsection 220. But the length (L) of the boundary area 222 is less thanthe length (L) of the first subsection 220. As such, the surface area ofthe boundary area 222 is less that the surface area of the firstsubsection 220. Preferably, the length of the boundary area 222 is 5-40%of the length of the first subsection. More preferably, the length ofthe boundary area 222 is 10-20% of the length of the first subsection.And even more preferably, the length of the boundary area 222 is 10-12%of the length of the first subsection.

As can be seen in FIG. 3A and 3B, and more specifically in FIG. 4, whenthe second subsection 210 is folded underneath the first subsection 220,the peak 310 (and thus the inclined area 222 a) is formed in theboundary area 222 of the first subsection 210. The main area 224 of thefirst subsection 220 remains disposed in the same plane or substantiallyin the same plane as before the folding occurred (i.e., it remains flatwith respect to the peak 310 and inclined area 222 a). While not limitedto such, the rise of peak 310 is typically between 1 and 4 times thethickness of the sheet 240. More typically, the peak 310 is around 2times the thickness of the sheet 240. For example, a 2 mm thick sheet240 wherein the second subsection 210 is folded underneath the firstsubsection 220 creates a 4 mm peak 310 in the boundary area 222. Therise of peak 310 with respect to the flat main area 224 defines theslope of inclined area 222 a.

In another embodiment shown in FIG. 4B, the fold boundary 230 is suchthat the second subsection 210 folds fully underneath the firstsubsection 220 such that the boundary area 222 lies flat on top of thefolded second subsection 210. That is the peak 310 would not be at theapex of a “bow” in the boundary area, but would instead be locatedacross the entire surface area, or substantially the entire surfacearea, of the boundary area 222 located above the folded underneathsecond subsection 210. Accordingly, the inclined area 222 a, would befrom the edge of this “double thick” section until the boundary area wasflat on the surface (i.e., until the main area 224).

In another embodiment as shown in FIG. 5, should additional rise of peak310 be desired, a second fold boundary 232 on the second subsection 210may allow the second subsection 210 to be folded twice, such that theinclined area 222 a has a peak 310 of at least 2× what a single foldwould provide.

As described earlier, while the typical mass of a load (e.g., cargo 110)in conjunction with the inherently high coefficient of friction of sheetmaterial 240 keeps the load fairly stationary, the load is capable ofmigrating from its initial position. Peak 310 creates a raised buffer(i.e., inclined area 222 a) so that even if a load (cargo 110) migrateson the securement mat 120, the load will be stopped from migration inthe direction of the peak 310. This allows for protection of structureslocated in the direction of the peak 310. That is, the folded-undersecond subsection 210 and subsequent incline in the inclined area 222 aof boundary area 222 of the first subsection 220, should be placedbetween the load 110 and the structure to be protected from damage.

In another embodiment as shown in FIG. 6A, the sheet 240 may have atleast one other fold boundary 234 disposed similar to fold boundary 230described herein, but located on an opposite edge of the sheet 240. Sucha configuration would similarly have two boundary areas and afterfolding two separate inclines on opposite ends of the sheet 240. Such adesign would inhibit a load from migrating in two opposing directions.

In still another embodiment as shown in FIG. 6B, the sheet 240 may haveat least one other fold boundary 236 disposed similar to fold boundary230 described herein, but located on an adjacent edge of the sheet 240.Such a configuration would similarly have two boundary areas and afterfolding two separate inclines on adjacent sides of the sheet 240. Such adesign would inhibit a load from migrating it two orthogonal directions.It should be noted that folds of adjacent sides may need to have thecorners manipulated to facilitate folding. An exemplary, but notlimiting, corning technique includes shaping the ends at 45 degrees.Material variables such as thickness may necessitate cornermanipulation.

In yet another embodiment as shown in FIG. 6C, the sheet 240 may have aplurality of fold boundaries disposed similar to fold boundary 230described herein, but located on three or more edges of the sheet 240.Such a configuration would have up to four boundary areas and afterfolding up to four separate inclines, one per side of the sheet 240.Such a design would inhibit a load from migrating in up to fourdirections. It should be noted that folds of adjacent sides may need tohave the corners manipulated to facilitate folding. An exemplary, butnot limiting, corning technique includes shaping the ends at 45 degrees.Material variables such as thickness may necessitate cornermanipulation.

FIG. 7 illustrates a mat similar to the one shown in FIG. 2A. In thisalternative embodiment, a securement mat 720 comprises a pair of notches710 cut into the sheet 240, one at each end of the fold 230. Thesenotches 710 allow for easier identification of the fold 230 (e.g.,perforations) and therefore further facilitate folding of one subsectionunderneath the other subsection. If a particular mat is designed to havemultiple folds, such as in FIGS. 5 and 6A-6C, each end of the fold maybe provided with a notch 710 to facilitate folding along that section.Furthermore, notches may be used to ease folding of corners in matembodiments which comprise folding of adjacent sides, such as in FIGS.6B and 6C. An exemplary notch 710 is 2″ (±1″) in width (i.e., in thedirection of the fold 230) and ½″ in length. However, the invention isnot so limited, and the notch width and length may be more or less thanthe values above. In the preferred embodiment, the notch 710 is cutcompletely through the thickness of sheet 240. However, the invention isnot so limited, and the notch may have a depth less than the thicknessof the sheet 240.

The foregoing illustrates some of the possibilities for practicing theinvention. Many other embodiments are possible within the scope andspirit of the invention. It is, therefore, intended that the foregoingdescription be regarded as illustrative rather than limiting, and thatthe scope of the invention is given by the appended claims together withtheir full range of equivalents.

We claim:
 1. A securement mat, comprising: a sheet of rubber having alength, a width, and a height, and including a first subsection and asecond subsection, wherein an area of the second subsection is less thanan area of the first subsection; a first fold boundary along the lengthor width of the sheet and proximate to one edge of the sheet defining aboundary between the first and second subsection; and a notch on eachend of the first fold boundary to facilitate folding of the secondsubsection under the first subsection, wherein the first subsectionexhibits a first incline by folding, along the first fold boundary, thesecond subsection underneath the first subsection.
 2. The securement matof claim 1, wherein the first subsection further comprises: a main area;and a boundary area, wherein when the second subsection is foldedunderneath the first subsection, the boundary area comprises an inclinedarea.
 3. The securement mat of claim 2, wherein the main area liessubstantially flat on a surface and the slope of the inclined area isdefined by a peak which rises 1-4 times the thickness of the sheet. 4.The securement mat of claim 1, wherein the first fold boundary in thesheet of rubber comprises a plurality of first slots connected bymaterial and having a perforation ratio of individual first slots toconnection material which is proportional to a tensile strength of thesheet of rubber.
 5. The securement mat of claim 1, wherein theperforation ratio is 75% to 25%.
 6. The securement mat of claim 1,wherein the length of the sheet is between 36-60 inches, the width ofthe sheet is between 24-48 inches, and the height of the sheet isbetween 1-5 mm.
 7. The securement mat of claim 1, wherein sheet ofrubber comprises granulated recycled rubber.
 8. A method for installinga securement mat comprising a sheet of granulated recycled rubber havinga length, a width, and a height, and including a first fold boundaryalong the entire length or width of the sheet and near one edge of thesheet defining a boundary between a first subsection and a secondsubsection, wherein an area of the second subsection is less than anarea of the first subsection, the method comprising: folding the secondsubsection underneath the first subsection, along the first foldboundary to form a first incline in the first subsection at one end ofthe securement mat, wherein the incline inhibits a load placed on thesecurement mat from migrating in the direction of the incline; andpositioning the securement mat over a surface of a shipping vessel withthe edge including the first fold boundary between the load and astructure to be protected.
 9. The method of claim 8, wherein the lengthof the sheet of granulated recycled rubber is between 36-60 inches, thewidth of the sheet is between 24-48 inches, and the height of the sheetis between 1-5 mm.
 10. A securement mat, comprising: a sheet of rubberhaving a length, a width, and a height, and including a first subsectionand a second subsection, wherein an area of the second subsection isless than an area of the first subsection; and a first perforation alongthe length or width of the sheet and proximate to one edge of the sheetdefining a boundary between the first and second subsection, wherein thefirst subsection exhibits a first incline by folding, along the firstperforation, the second subsection underneath the first subsection.